Hydraulic-motor valve.



E. S. MATTHEWS. HYDRAULIC MOTOR VALVE. APPLICATION FILED AUG. 8, 1914.

1,165,430, Patented Dec. 28, 1915.

5 SHEETSSHEET I.

WITNESSES lA/VE/V TOR E. S. MATTHEWS.

HYDRAULIC MOTOR VALVE.

APPLICATION FILED AUG.8. 1914.

COLUMBIA PLANOGRAPH co WASmNG'mN. 1). c4

E. S. MATTHEWS.

HYDRAULIC MOTOR VALVE.

APPLICATION FILED AUG.8, 1914.

Patented Dec. 28, 1915.

5 SHEETS-SHEET 3.

llvmlrol? WITNESSES COLUMEM PLANOURAPN c0 wAsHlNGTON, D4 c.

WITNESSES COLUMBIA PLANOGRAPH CO., \VASHINuTON [L c.

I E. S. MATTHEWS.

HYDRAULIC MOTOR VALVE. APPLICATION- FILED AUG. 8,1914.

1,165,430, Patented Dec. 28, 1915.

5 SHEETS-SHEET 5- COLUMBIA PLANOGRAFH CO-IWASHINGTOH, n. c.

EDWIN S. MATTHEWS, OF NEW YORK, N. Y.

HYDRAULIC-MOTOR VALVE.

inseed Specification of Letters Patent.

Patented Dec. 28, 1915.

Applicationfiled August 8, 1914. Serial No. 855,773.

T 0 all whom 2'25 may concern:

Be it known that I, EDWIN S. MATTHEWS, a citizen of the United States of America, and a resident of the borough of Manhattan, city, county, and State of New York, have invented certain new and useful Improvements in Hydraulic-hlotor Valves, of which the following is a full, clear, and exact description, reference being had to the accompanying drawings, which form a part of this specification.

l\'ly present invention relates to hydraulic motor valves, or valves which control the flow of fluid with precision, and particularly to such valves as enable an operator 'to control the mode of action'of a fluid motor.

The objects of this invention are, in general, to secure positivenes refinement, and a high degree of flexibility in such control, by means of which, within limits, the operator may vary the manner of working of the fluid motor, to which my present improved valve is applied, thus securing improved results in its operation.

A concrete example of the improvedcontrol of a fluid motor by use of this invention may be afl'orded by its application to a hydraulic elevator, where heavy masses are moved at high speedsand where accuracy of stopping, so as to bring the floor of the ele- V vator car level with the landing is impor tant, and also where loss of time in manipulating the apparatus is inhibited; and this invention is especially suitable for eifectively controlling high speed hydraulic plunger elevators.

The main valve of this invention which directlycontro'ls the motor to which the device is applied, by permittingthe flow of fluid to or from the motor, or by stopping such flow, is in turn controlled by the operator partly by means of a smaller pilot valve which receives motion from both the operator and the main valve causing the main .valve to be hydraulically shifted to certain definite ositions answerin to the positions of the operating handle or mechanism in a way well known 1n the art and is exemplified 1n the patent to. me No.

165611 granted December 22, 1891'.

In the present invention the middle positions of the operating handle or mechanism bring into action only the aforesaid pilot valve and when the main valve is thus operated by the use of these intermediate positions only, the speed of movement of the main valve is comparatively slow; but the complete operating mechanism for the main valve includes also a booster valve, which received motion from the operator only, and 1S brought into action only at, or toward, the extreme or end positions of the operating handle or mechanism so that it is entirely under the operators control, as tothe extent to which it shall be employed, if at all, as set forth in detail later; although it cannot be employed without the pilot valve notwithstanding as aforesaid the pilot valve maybe employed to its fullest extent Without it.

The booster valve is so incorporated into the system that the operator can use it only to quicken the motion of the main valve, and this speeding up of the main valve is in no way automatic but solely at the will of the operator, while the amount of speed attained by. elevator car or motor to which this invention is attached, caused by the degree of opening of the main valve, is governed by the pilot valve solely, as is common in the old art.

It will also be seen that the booster valve can be brought into action by the operator only after he has opened the pilot valve so as to give the motor or elevator to which this invention is applied its full speed; so that in making delicate adjustments ofcar level at landings, by use of the middle positionsof the operating mechanism only, the booster valve cannot be employed and violent motion or bounding of. the car is thus avoided, and accuracy of adjustment is facilitated.

The size of the pilot valve is made amply suflicient so as to cause it of itself to exercise practically no control of the speed of motion of the main valve, except at the brief and negligible instant when the former is at the point of closing; in order that this control of speed of the main valve may be caused to reside in the effective area of water passages leading to or from the actuating cylinder thereof.

the operator, checks the bringing'into action of the booster valve by him in the case of such reversal and performs that function only. 7

Other advantages and objects of this in vention will be apparent to those skilled in the art, as its construction and mode of operation are hereinafter more fully explained, ind'etail, in this specification, and its novel features are pointed out in the claims.

The exemplifying structure herein shown,

-which embodies this invention, is illustrated by the following drawings Figure 1 shows this valve attached to a hydraulic plunger elevator exhibiting by dotted lines the respective positions of the operators controlling device in the car and of the operating bar on the valve, for controlling the pilot and the booster valves.

Fig. 2, isa longitudinal or side elevation of this improved valve showing the structure of the main valve, pilot valve, and booster valve in section, and their interconnecting levers, andlinks, operating bar, and booster valve escapement motion in elevation. Fig.

3 is a front elevation of the apparatus along the line 3, 3 whereby the swinging lever is cut out in order that the escapement apparatus may be clearly shown with the hub carrying the pallets of the escapement being shown in additional section. Fig. l is a front end elevation of the valve apparatus showing the swinging lever connecting the main valve, pilot valve, escapement, booster valve and operators arm together, providing by its various positions for their interconnected motions; this swinging lever being shown partly in section on the line 4, 4. Figs. 5, '6, 7, 8, 9, 10, 11 and 12,'are diagrams illustrating various positions of the escapement, the booster valve, and the pilot valve, during the operation of this invention; the operation of a pilot valve controlled main valve, by itself alone, being so well known j to those skilled in the art as not to require special additional illustration by drawings. In these diagrams the main valve has been represented as being opened in and closing from one direction only, for the sake of simplicity; 1t being obvious that corresponding positions and results from its opening in and closing from the other direction necessarily follow.

In Fig. .5 the main valve, pilot valve and booster valve are all. shown as being in closed 2 position with the main motor or elevator at rest, and the operating device in central position.

Figsli, 7 8 and 9 show various positions of the apparatus when the booster valve is not brought into action by the operator, although the pilot valve is employed by him to its fullest extent, and in these positions the movement of'the'operating device is confined to the intermediate oositions shown b swung to the extreme positions away from its center position as also indicated by dotted lines in Fig. 1.

The construction of the exemplifying r structure embodying this invention will now be explainedmore fully in detail, 1n connection with the drawings. above mentioned;

and the more obvious features of its operation, such as are easily apparent to those skilled in the art, will be mentioned in this connection; while thepeculiar operations of the booster valve and the escapement and. their relations to the rest of the apparatus will be considered last in connection with the diagrams therefor.

In order to illustrate a practical application of this invention I have shown in Fig. l

1 a hydraulic plunger elevatorsystem (as far as is needful) in which myimproved valve is incorporated: The elevator car 1 is attached to and supported by a plunger 2 which moves up or down in its cylinder 3, as pressure is applied to it or exhaust'is opened thereto respectively, andis held stationary. when the fluid is confined therein. Fluid enters or leaves this cylinder by the to and from pipe e, and this fluid is controlled by.

the improved valve 5, the direction of fluid flow thereto or therefrom being indicatediby arrows, shown in connection with various openings thereof; supply for the plunger elevator cylinder enters at 6. and exhaust therefor leaves at 7 while supply and exhaust for pilot valve. 11 of the actuating cylinder 8 by control of which the main valve 5 is properly moved or held stationary, enter and leave by9 andllO respectively, the remaining opening atthe top of the valve being merely a balancing opening to be connected with the exhaust in: case of back pressure thereupon, The supplyIand discharge of the actuating cylinder-Softhe main valve'5 are directed by a pilot valve 11, and abo'oster valve;12'(both shown in section inFi 2 and these a'removed'b the operatorlin the car through thefcablesi ating bar 14 and 15 which are attached to the valve operating bar 13, and proceed therefrom upwardly and respectively over and under the two pairs of wheels forming the well known twin wheel device 16 shown directly under the car 1 and then proceeding farther upwardly they are secured at the top of the elevator shaft, reversed in positionas-to rightand left. These twin wheels are ar- 1 ranged to be rocked by the operator in the car, to greater or less extent as may be required, by moving his operating lever 17 appropriately; and by thus taking up and letting out loops in the cables 14: and 15 the operating bar 18, is swung into a position corresponding to the position of the opera,

tors lever 17 in the car irrespective of the position of the elevator car or of its state of rest or motion. In the illustration Fig. 1 the operators lever 17 and the valve oper- 13 are shown in central position, and the elevator car is stopped with the main, booster and pilot valves all closed. Dotted lines represent some of the various positions of these devices; the aforesaid stopped or stopping position being desig nated by 18 in the case of each of the devices. The dotted lines '19 represent a position when the pilot valve is fully opened, causing the main valve to be fully opened for ascent of the car at full speed, but without the booster valve having been employed; while position 20 represents the same state of affairs but with the booster valve having been brought into action by the operator and the speed of opening of the main valve quickened thereby and the start of the car expedited. The numerals 21 and 22 represent the corresponding positions for descent of the elevator car. Thus it is seen that the region of pilot valve action alone lies between 1.9 and 21 and that the united action of pilot and booster valves lies between 19 and 20, and 21 and 22, and the reason for this will be apparent later as the construc tion of the valve apparatusis described'in detail. The twin wheel device is here shown as illustrative merely of a method of transmitting an operators control to a valve operating bar, for any oneof numerous'well known methods would answer equally well and this invention is not limited to any particular method of controlling the position of a valve operating bar or equivalent member by an operator. 7

Passing nowto the detailed consideration of the form of the exemplifying valve structure herein shown, it is to be noted that as long as the operator confines his manipulation of his control lever between the points 19 and 21 (Fig. 1) this valve operates simply as one form of a pilot valve controlled main valve, such valves being well known in the art and this invention is not limited or confined to any particular or specific form of such valve.

In the drawing Fig. 2, 23, 23 are lining tubes forming a seat for the main valve 5 provided with perforated ports 2t and 25 for the supply and discharge fluid respectively supplied through the openings 6 and 7. as already noted while between the tubes is an aperture 26 leading through the opening I to the to and from pipe 4. of the main motor or plunger elevator cylinder 3. This valve has an actuating cylinder 27 preferably of an area twice as great as that of the valve seat and this cylinder is provided with the properly fitted and packed actuating piston 28, while the valve parts are respectively provided with suitable pistons 29, for controlling the supply, and 30 for controlling the discharge working within the valve seat. A casing surrounds these parts all being of a generally cylindrical form as also the openings 4:, 6 and 7.

In the position shown in Fig. 2 both the supply and discharge are shut off from the aperture 26, and consequentlyfrom the main motor or elevator cylinder, in which the fluid is confined, holding this motor stationary.

The actuating and valve pistons are connected by a piston rod 31 and movetogether and obviously a motion of them to theleft (Fig. 2) would connect the main motor or elevator cylinder with the supply while a motion to the right would make connection to the discharge, the elevator'ascending in the former case and descending in the lat ter. The supply pressure exerts a greater force on the actuating piston 28 than it does on the valve piston 29 causing a constant tendency for the pistons to move to the left (Fig. 2) and they will do this whenever the actuating cylinder 27 is opened to'the discharge; but when the fluid is confined therein the pistons will remain stationary; while if the actuating cylinder is opened to the supply the actuating piston 28 becomes balanced by the fluid pressure and the unbalanced supply pressure on valve piston 29 moves the pistons tothe right (Fig. 2). The main valve 5 is operated in this manner by controlling the supply and discharge of the actuating cylinder 27 by means of the pilot valve 11 which receives motion both from the operator and from the movement of the main valve.

The typical pilot valve 11 is shown as a balanced piston valve of a well known form,

the actuating cylinder 27 and the fluid is confined therein causing the main valve 5 3 cause the main valve 5 to move also to the right opening it to the discharge and causing the main motor or elevator to descend while motion of the pilot valve piston 3:2 to the left will make corresponding connections of the actuating cylinder 27 to the discharge and of the main valve 5 to the supply causing ascent of the elevator.

The fluid used to actuate the main valve 5 passes to the actuating cylinder 27 through a throttled passage or passages 3% and (either one or both may be employed) their connection with the pilot valve 11 and actuating cylinder 27 being obvious fronr the drawing (Fig. 2).

The pilot valve piston 32 receives motion from the operator in the car 1 and also from the main valve 5 in such a manner as to cause the main valve 5 to respond to given posi-- tions of the operating lever 18 in the car by answering or corresponding positions, by means of the typical mechanism herein shown and now to be described in detail and its operation set forth.

The valve operating bar 13 (Figs. 1, 2, and 3) is journaled in a bearing 36 (carried on the front head 37 of the main valve 5) by means of the shaft 38 from which upwardly projecting rocker arms (see Fig. 3 more particularly) rigidly connected to the operating bar 13 terminate at their tops in bearings 39 in which a rocker pin 40 is journaled. This rocker pin 40 furnishes a pivot for one end of the link ell and the other end of which is pivoted on the pin 42 carried on the swinging lever 43 which lever is free to swing with reference to its connections on this and also on all other pins with which it is provided and also can swing about the pin 44 carried by the sleeve l5 through which the swinging lever l3 can slip longitudinally being accurately fitted therein.

The pin l6 carried by the top end of the swinging lever 4-3 swings in the bearings 47 of this swinging lever l3 and is tightly fitted into an eye 48on the sliding bar 49 which slips longitudinally in the top sleeve 50, being accurately fitted therein, the sliding bar being connected with the piston rod 51 of thepilot valve 11 and moving therewith.

In view of the mechanism described and shown in the'drawings the operation of this improved valve when so manipulated by the operator as to cause it to act only as a simple pilot controlled valve will be readily understood by reference to the diagrams Fig. 5, Fig. 6, Fig. 7, and Fig. 8, returning to Fig. 5 which completes the cycle of operations when the valve is opened and closed by the operator and where the several positions of the apparatus are illustrated.

Fig. 5 shows the apparatus at restwith the main motor or elevator stationary and the operators lever in its central position and the valve operating bar also in the central position and the main valve closed.

Starting from this state of the apparatus Fig. 6-represents the valve apparatus at the instant the operator has thrown his car lever to the point- 19 in the car causing the operating bar 13 to assume a corresponding position' and the pilot valve (see position of pilot valve piston 32) to be opened so as; to placethe actuating cylinder 27 'open'to' the discharge through openinglO, but before the main valve'lias responded. to this action of the pilot valve.

Fig. 7 shows the apparatus where the operators lever and operatingbar are still 1n the same positlonbut after the mam valve has responded by opening the cylinder of the main motor to the supply and while the motor lsfin-motion or the elevator is ascending; and in so responding the motion of the only a shorter movement to close. it, and

would have been only partly opened answering to the degree of opening the pilot valve and to the extent of movement of the operators lever. Theposition in'which the main valve has placed the pilot'valve now enables the operator by bringing his lever to the center to stop the mainmotor or elevator;

and Fig. 8 represents the apparatus at the instant when the operator has done this brlnglng the valve operating 'bar to its central position and before the main valve Q has responded to this action; and when the,

pilot valve is thus opened in the opposite direction from the former one it afiords the closin the pilot valve and bringing theap-' paratus once more to the position shownin It is obvious that like'motion'ofthe opera tors lever, andthe operating bar of the valve in thecorrespondlng opposite directicns would cause similar results attended by the descent of the car or main motor and 7 its stoppage later.

Thereis also incorporated in the typical structure hereinshown and describedan ad ditional auxiliary valve which is in no way automatic 1n its-actlon belng capable of movement only by the operator and may be employed by him or not as desired. This is the booster valve shown in side (partly sectional) elevation in Fig. 2 at 1.2 as hav ing a generally cylindrical form and seat and it is opened and closed by the cylindrical piston 51 which is obviously practically balanced as regards fluid pressure. It is connected with the operating bar 13 positively by the piston rod 52 connecting rod 53 pin 40 and other connections between this pin and the operating bar heretofore described; hence by moving the operating bar 18 sufficiently the operator can open the booster valve which ever way he swings his car lever from the center position, and to any degree required, such actlon occurring between the points 19 and 20 and also 21 and 22 (see Fig. 1). Inspection of Fig. 2 shows that when closed the booster valve has no effect over the operation of the main valve which performs all its functions of opening, closing or reversing, fully in either direction without its aid. (See also diagrams Figs. 5. 6, 7,. 8, 9 and 10.) If the booster valve is opened by the operator it increases the area of the to and from passages to the actuating cylinder by adding thereto a greater or less portion of its port 5% and thus increases the speed of motion of the main valve proportionately to the extent to which it is opened.

The lap of the booster valve is made respectively greater than the combined throw and lap of the pilot valve (see Fig. 2 and the various diagrams) so that its motion between control points 19 and 21 is seen to be mere idle motion and of no effect on the main valve; and when it is opened between control points 19 and 20 or 21 and 22 it is seen that the excess motion of the pilot valve then given to it is mere idle motion as it has no effect on the direction of motion of the main valve or the extent of such motion which latter is limited by projections 54 and 55 and cannot be increased. Hence in this system the actual working control of the pilot valve resides in the divisional region between 19 and 21 only and that of the booster valve in the divisional regions between 19 and 20 or 21 and 22 only, thus affording the operator definite control positions for their, employment. f

The employment of the booster valve by the operator is illustrated in diagrams Figs. 5, 10, 11, and 8 where Fig. 5 shows the original position of rest for all parts of the apparatus as heretofore described; Fig. 10

showing the opening of the pilot and booster valves to secure the quickest possible opening of the main valve and promptest possible starting of the car at the instant of such opening; and before the main valve has responded to it.

Fig. 11 shows the position of the parts after the main valve has responded to the action of the operator shown in Fig, 10;

while Fig. 8 shows the position of parts at the instant when the operator has moved his device to stop the car and before the main valve has responded thereto; and finally returning to Fig. 5 the position of parts after the main valve has responded to the action of the operator shown in Fig. 8 and all the parts are at rest thus completing the cycle of operations to the original starting point is shown. Only one other use of this fluid controlling valve by an operator remains to be considered namely that of reversal where by one motion of his operating lever (or its equivalent) he not only stops the main motor when in motion but reverses the direction of its motion by shifting the main valve contrawise to its former position. This use is advantageous to an operator in some cases; and inspection of the diagram Fig. 9 shows the position of parts when this fluid controlling valve is completely reversed from full speed of the main motor to full speed in the opposite di rection in the usual manner. Such reversal as is seen, does not bring into action the booster valve 51, but an emergency reversal (to be used by the operator in case of impending danger or accident) is provided for in which case the booster valve is brought into action, as illustrated in diagram Fig. 12. This emergency reversal might be accompanied by shock and jar to the machinery and discomfort to the passengers on an elevator and consequently the apparatus is socontrived that the operator must use extra exertion to produce it, thus providing a check against its careless or injudicious use by him. This check is found in the escapelnentlmechanism with which this fluid controlling valve is provided, which will now be described.

The stationary stud 56 projecting laterally and horizontally is carried on the front head 37 by means of a bracket integral therewith, and on this stud swings the guard 57 of the escapement its lower surface being an arc of a circle concentric with the stud and this guard receives motionfrom the stud 58 fixed thereto. The stud 58 receives motion from the link 59 through the pin 60 carried by the swinging lever 43 (see Figs. 2, 3 and 4 and the various diagrams). Cooperating with this guard 57 are the pallets 61 of the escapement, projecting upwardly from the lower arms of an inverted T shaped member 63 which can swing on the pin 40 whenever the force of either leaf spring 62 is overcome; being kept in a normal position (unswung about the stud 4:0) by the combined action of these two leaf springs 62 and when kept in this position they swing normally about the center of the operating bar shaft 38. Although an excess pressure applied to either of these pallets will cause them to yield, overcoming the force of spring 62, and swing about the center 40.

Inspection of Fig. 2 and the diagram Fig. 5 shows that when the operating bar 13 is swung to start the apparatus thepallets 61 would be brought into contact with the guard 57 were it not that the swinging of the operating bar 13 causes the guard 57 to be moved out of the way so as to escape the pallets 61 (see Figs. 6, l0 and other diagrams). This enables the operator to bring the booster valve freely into action, if he so desires, although the region of its control by the operator lies beyond the point where the pallets 61 are brought into contact with the produced are of the guard 57, while up to that point the full control of the pilot valve known to the old art, both in stopping, starting and reversing the main valve from full speed in one direction to that in the other (as exemplified in my Patent No. 465611) is fully afforded while the pallets 61 do not cut the arc of the guard 57; this region being always free from all restriction. hen however the operator reverses the apparatus from full speed in one direction to that in the other direction the escapement offers a resistance to his employment of the booster valve, thus restricting the operators control for in such case the pallets of the escapement 61 are brought into contact with are of the guard 57 (see diagram, Fig. 9) but the application of excess force on the part of the operator will cause the pallets 61 to'yield against the force of the spring 62 as already described and permit him to use the booster valve for emergency reversal if necessary. (See diagram Fig. 12). Obviously this resistance to the operators use of the emergency reversal (which is believed to be an entirely new feature in the valve art) maybe made as great as deslred by the degree of stiffness of the springs 62 employed or their equivalent; or the operator may be deprived of the emergency reversal entirely by making the pallets 61 solidly connected and yet the other benefits of this invention be fully utilized.

Many variations in the construction of details and the location and relative arrangement of parts would readily suggest themselves to those skilled in the art to which this invention relates and still fall within the spirit and scope of my invention; hence I do not desire to be limited to the exact construction herein set forth; but hav-o 1. In an elevator, the combination with 65.

the car, of motor means therefor,a controlling device for said motor comprising a device to effect acceleration, and an operators controlling means for said motor controlling device arranged to move in divisional regions one arranged for controlling the direction of motion and speed of said motor, and the other for controlling its acceleration;

2. The combination with a fluid motor of a pilot valve operated main valve for controlling said motor, and an operatorimoved booster valve for mcreasmg the acceleration of the fluid motor.

3. The combination of a pilot valve op-i erated fluid controlling valve and a booster valve movable'only by the operator for'increasing the speed of movement of said fluid controlling valve.

4. The combination with a pilot valve operated fluid controlling valve, of a booster 5 valve movable only by the operator for varying the speed of movement of said fluid controlling valve.

5. The combination with a three-way fluid controlling valve of means for opening and closing said. valve in either direction and hand operated means for, increasing the speed of movement of said fluid controlling valve.

6. The combination with a three-way fluid V controlling valve of means for opening and closing said valve in either direction, and

hand operated means for varying the speed of movement of said controlling valve.

7. The combination with a pilot valve operated fluid controlling valve of a boostervalve movable only by the operator for increasing the speed of movement of said fluid controlling valve more or less at the operators will.

trolling valve more or less at the operators will.

9. V The combination with a three-way controlling valve of means for opening and closing sald valve 1n either dlrectlon and hand operated means; for increasingthe speed of movement ofsaid fluid controlling valve more or less at the operators will.

10. The combination with a' three-way controlling valve of means for opening and closing said valve in either direction and hand operated means for varying thespeed of movement of said controlling valve more or less at the operators will. j

11. The combination with a main valve for controlling the passage of fluid, of means for opening and'closing said valve and hand operated means for increasing the speed of movement of Sflld mam valve.

12. The combination with a. main valve for controlling the passage of fluid, of means for opening and closing said valve and hand operated means for varying the speed of movement of said main valve.

13. The combination with a main valve for controlling the passage of fluid of means for opening and closing said valve and hand operated means for increasing the speed of movement of said main valve more or less at the operators will.

14:. The combination with a main valve for controlling the passage of fluid of means for opening and closing said valve, and'hand operated means for varying the speed of movement of said main valve more or less at the operators Will.

15. The combination with a fluid motor of a pilot valve operated main valve for controlling said motor, and an operator moved booster valve for increasing the acceleration of the fluid motor more or less at the operators will.

16. The combination with a pilot valve operated fluid controlling valve of an operator moved booster valve constructed and arranged to be opened by said operator only after the pilot valve has been opened.

17 The combination with a pilot valve operated fluid controlling valve of an operator moved booster valve constructed and arranged to be opened by said operator only by movement of the operating device away from its central position.

18. The combination with a pilot valve operated fluid controlling valve of an operator moved booster valve constructed and arranged to be necessarily closed when the operating device is at or near its central position, and opened when the operating device is moved therefrom.

19. The combination with a pilot valve operated fluid controlling valve of an operator moved booster valve constructed and arranged to be opened only by movement of the operating device to or near extreme positions away from its central position.

20. The combination with a pilot valve operated fluid controlling valve of an operator moved booster valve constructed and arranged to be opened by said operator to a greater or less degree.

21. The combination with a main valve for controlling the passage of fluid, of means for moving said main valve, of a pilot valve arranged to control the direction and extent of said motion and an operator moved booster valve constructed and arranged with a lap respectively greater than that of the pilot valve.

22. The combination with a main valve for controlling the passage of fluid, of fluid motor means for opening and closing said main valve, secondary valve mechanism for controlling said fluid motor means, and supplementary valve mechanism adjustable by the operator for increasing the speed of motion of the main valve.

23. The combination with a main valve for controlling the passage of fluid, of fluid motor means for opening and closing said main valve, secondary valve mechanism for controlling said fluid motor means, and supplementary valve mechanism adjustable by the operator for increasing the speed of opening of the main valve.

24:. The combination of a pilot valve operated fluid controlling valve and a booster valve movable only by the operator constructed and arranged to increase the speed of opening of said fluid controlling valve.

25. The combination of a pilot valve operated fluid controlling valve and a booster valve movable only by the operator constructed and arranged to increase the speed of opening of said fluid controlling valve more or'less to the degree to which it is employed.

26. The combination of a pilot valve operated fluid controlling valve. and a booster valve adjustable by the operator, constructed and arranged to increase the speed of opening of said fluid controlling valve.

27. The combination of a motor move-d fluid controlling valve and a booster valve adjustable by the operator for increasing the speed of movement of said fluid controlling valve.

28. The combination of-a motor moved fluid controlling valve and a booster valve adjustable by the operator for varying the speed of movement of said fluid controlling valve.

29. The combination of a motor moved fluid controlling valve and a booster valve adjustable by the operator for varying the speed of opening of said fluid controlling valve.

30. The combination with a main valve for controlling the passage of fluid, of fluid motor means for opening and closing said main valve, secondary valve mechanism for controlling said fluid motor means, and supplementary valve mechanism adjustable by the operator for varying the speed of motion of the main valve.

31. The combination with a main valve for controlling the passage of fluid. of fluid motor means for opening and closing said main valve, secondary valve mechanism for controlling said fluid motor means and supplementary valve mechanism adjustable by the operator for varying the speed of opening of the main valve.

32. The device for varying the speed of opening and closing a valve, comprising an actuating cylinder having in connection therewith a passage for fluid flow of determined area, and a supplementary passage adjustable by the operator.

38. The device for varying the speed of opening a valve comprising an actuating cylinder having in connection therewith a passage for fluid flow of determined area and a supplementary passage adjustable by the operator.

34. The device for varying the speed of opening a valve comprising an actuating cylinder having in connection therewith a passage for fluid flow of determined area always open, and a supplementary passage adjustable by the operator for increasing the-area for fluid flow.

35. The device for varying the speed of opening and closing avalve comprising an actuating cylinder having in connection therewith a passage for fluid flowrof determined area, and a supplementary passage adjustable by the operator for increasing the area for fluid flow.

36. The device for varying the rate of movement of a valve comprising an actuating cylinder having in connection therewith a passage for fluid flow of determined area, and a supplementary passage adjustable by the operator for varying the area for fluid flow.

37. The combination with a main threeway fluid controlling valve, of means for opening and closing said valve, in either direction, and hand operated means for offering to the force applied to move said valve a greater or less resistance substan- 'tially as described.

38. The combination with a main threeway fluid controlling valve of means for opening and closing said valve in either direction, and hand operated means for offering to the force applied to open and close said valve a resistance different as between the opening and closing movements of said valve.

39. The combination with a main three- .way fluid controlling valve, a pilot valve,

operating means for said fluid controlling valve, whereby it may be caused to move fully throughout its full extent of motion in either direction, and accelerating means constructed and arranged to be operative only after the said pilot valve has been positioned so'as to cause full opening of the said fluid controlling valve.

40.- The combination with a main threeway valve of operating and accelerating means for the said valve constructed and 7 arranged to be used separately or together dependent upon the position of the operating handle.

41. The combination with a main threeway valve, of motive means for moving said valve, means for controlling said motive means, and hand operated regulating means comprising a fluid passage or passages and valve mechanism therefor whereby the rate of movement of the main valve in both directions may be regulated. Y r

42. The combination with a fluid motor V erated fluid controlling valve with a booster V valve,an operating bar arranged to move both the'booster and pilot valves and provided with a projection anda guard adapt ed and arranged to be automatically moved into the path of said projection whereby the opening of the booster valve is prevented.

45. The combination of a pilot valve operated fluid controlling valve with a booster valve, an operating bar arranged to move both the booster and pilot valves and provided with a projection, and a guard adapted and arranged to be automatically moved into the path of said projection whereby'the opening of the booster valve is restricted.

46. The combination with a fluid controlling valve of a pilot valve,-a booster valve,

an operating bar for opening and closing said pilot and booster valves, and an escapement adapted and arranged topreventthe openmg of the booster valve upon 're-' versal of the said fluid controlling valve.

47. The combination with a'fluid controlling valve of a pilot valve, a booster valve,

an operating bar for opening and closing said pilot and booster valves, and an escapement adapted and arranged to allow unrestricted action of the pilot valve and to prevent opening of the booster valve upon reversal of the said fluid controlling valve.

48. The combination with a fluid controlling valve of a pilot valve, a booster valve, an operating bar for opening and closing said pilot and booster valves, and an escapement adapted and arrangedto allow unrestricted action of the pilot valve and to restrict the opening of the booster valve upon reversal of the said fluid controlling valve. r

49. In an elevator, the combination with the car, of motor means therefor, a controlling device for said motor comprising a device to eflect acceleration, an operators controlling means for said motor controlling device arranged to move in divisional regions, one arranged for controlling the direction of motion and speed of said motor, and the others for controlling its acceleration and an escapement governing the op a o esai 50. In an elevator, the combination with of said motor and the other adapted and arthe car, of motor means therefor, a controlranged for restrictedly controlling its 10 ling device for said motor comprising a dechange of speed. vice to effect acceleration, an operators controlling means for said motor controlling EDWIN MATTHEWS device, arranged to move in divisional re- Witnesses: gions, one arranged for unrestrictedly con- AGNES R. MATTHEWS, trolling the direction of motion and speed ALBERT A. CARY.

Copies of this patent may be obtained for five cents each, by addressing the Commissioner of Patents, Washington, D. 0. 

